U.S. patent application number 10/033191 was filed with the patent office on 2002-11-28 for hybrid energy locomotive system and method.
This patent application is currently assigned to General Electric Company. Invention is credited to Kumar, Ajith Kuttannair.
Application Number | 20020174797 10/033191 |
Document ID | / |
Family ID | 26709403 |
Filed Date | 2002-11-28 |
United States Patent
Application |
20020174797 |
Kind Code |
A1 |
Kumar, Ajith Kuttannair |
November 28, 2002 |
Hybrid energy locomotive system and method
Abstract
A hybrid energy locomotive system having an energy storage and
regeneration system. In one form, the system can be retrofitted
into existing locomotives or installed as original equipment. The
energy storage and regeneration system captures dynamic braking
energy, excess motor energy, and externally supplied energy, and
stores the energy in one or more energy storage subsystems,
including a flywheel, a battery, an ultra-capacitor, or a
combination of such subsystems. The energy storage and regeneration
system can be located in a separate energy tender vehicle. The
separate energy tender vehicle is optionally equipped with traction
motors. An energy management system is responsive to power storage
and power transfer parameters, including data indicative of present
and future track profile information, to determine present and
future electrical energy storage and supply requirements. The
energy management system controls the storage and regeneration of
energy accordingly.
Inventors: |
Kumar, Ajith Kuttannair;
(Erie, PA) |
Correspondence
Address: |
SENNIGER POWERS LEAVITT AND ROEDEL
ONE METROPOLITAN SQUARE
16TH FLOOR
ST LOUIS
MO
63102
US
|
Assignee: |
General Electric Company
|
Family ID: |
26709403 |
Appl. No.: |
10/033191 |
Filed: |
December 26, 2001 |
Related U.S. Patent Documents
|
|
|
|
|
|
Application
Number |
Filing Date |
Patent Number |
|
|
60278975 |
Mar 27, 2001 |
|
|
|
Current U.S.
Class: |
105/26.05 |
Current CPC
Class: |
B60L 2200/26 20130101;
B60L 7/22 20130101; Y02T 10/646 20130101; Y02T 10/7283 20130101;
B60L 15/2045 20130101; Y02T 10/72 20130101; Y02T 10/64 20130101;
Y02T 10/645 20130101 |
Class at
Publication: |
105/26.05 |
International
Class: |
B61C 001/00 |
Claims
What is claimed is:
1. A diesel-electric locomotive system comprising: a locomotive
having an engine; a power converter driven by the engine providing
primary electric power; a traction bus coupled to the power
converter and carrying the primary electric power; a first inverter
drive coupled to the traction bus and receiving the primary
electric power; a first traction motor coupled to the first
inverter drive, said first traction motor having a dynamic braking
mode of operation and a motoring mode of operation, said first
traction motor generating dynamic braking electrical power which is
returned to the traction bus when operating in the dynamic braking
mode, said first traction motor propelling the locomotive in
response to the primary electric power when operating in the
motoring mode; a second inverter drive coupled to the traction bus
and receiving the primary electric power; a second traction motor
coupled to the second inverter drive; and a hybrid energy system,
said hybrid energy system comprising: an energy storage device
providing secondary electric power; a transfer switch having first
and second connection states, said first connection state
connecting the second inverter drive to the second traction motor
and said second connection state connecting the energy storage
device to the second inverter drive; and a switch controller
controlling the connection state of the transfer switch, wherein
when the first traction motor is in the dynamic braking mode of
operation and the switch controller places the transfer switch in
the second connection state, the second inverter drive transfers a
portion of the dynamic braking electrical power to the energy
storage device for storage, such that the secondary electric power
is derived from the portion of the dynamic braking electrical power
stored in the energy storage device.
2. The system of claim 1 wherein the second inverter drive is
operable for transferring power to the traction bus and wherein
when the first traction motor is in the motoring mode of operation
and the switch controller places the transfer switch in the second
connection state, the energy storage device supplies the secondary
electric power to the second inverter drive, whereby the second
inverter drive transfers the secondary electric power to the
traction bus such that first traction motor propels the locomotive
in response to the secondary electric power and the primary
electric power.
3. The system of claim 1 wherein when the first traction motor is
in the motoring mode of operation and the switch controller places
the transfer switch in the first connection state, the second
inverter drive transfers a portion of the primary electric power to
the second traction motor such that the second traction motor
operates in a motoring mode of operation to assist the first
traction motor in propelling the locomotive.
4. The system of claim 1 wherein when the first traction motor is
in the motoring mode of operation and the switch controller places
the transfer switch in the second connection state, the second
inverter drive transfers a portion of the primary electric power to
the energy storage device, said energy storage device storing the
transferred portion of the primary electric power whereby the
secondary electric power is derived from the portion of the primary
electric power stored in the energy storage device
5. The system of claim 1 further comprising a charging source
selectively connected to the traction bus, said charging source
providing charging electric power carried on the traction bus,
wherein when the charging source is connected to the traction bus
and the switch controller places the transfer switch in the second
connection state, the second inverter drive transfers a portion of
the charging electric power to the energy storage device, said
energy storage device storing the transferred portion of the
charging electric power whereby the secondary electric power is
derived from the portion of the charging electric power stored in
the energy storage device.
6. The system of claim 1 wherein the energy storage device
comprises a battery.
7. The system of 1 wherein the transfer switch comprises a three
phase transfer switch and wherein the energy storage device
includes three output phases, said transfer switch being
constructed and arranged to selectively connect at least one of the
three output phases of the energy storage device to the second
inverter drive.
8. The system of claim 7 wherein the energy storage device
comprises three batteries, a first one of the three batteries being
connected to a first one of the three output phases, a second one
of the three batteries being connected to a second one of the three
output phases, and a third one of the three batteries being
connected to a third one of the three output phases.
9. The system of claim 7 wherein the energy storage device
comprises a first battery and a second battery, said first battery
being connected to a first one and a second one of the three output
phases, and said second battery being connected to a third one of
the three output phases.
10. The system of claim 1 wherein the first and second connection
states are mutually exclusive.
11. The system of claim 1 wherein the energy storage device
comprises a flywheel system.
12. The system of claim 11 wherein the energy storage device
further comprises at least two output phases and a battery, said
battery being connected to a first one of the at least two output
phases and said flywheel system being connected to a second one of
the at least two output phases.
13. The system of claim 1 wherein the energy storage device
comprises: at least two phases; a first storage component being
connected to a first one of the at least two phases, said first
storage component storing a first portion of the dynamic braking
electrical power; a second storage component being connected to a
second one of the at least two phases; and wherein the second
inverter drive selectively transfers a part of the first portion of
the dynamic braking electrical power stored in the first storage
component to the second storage component.
14. The system of claim 1 wherein the energy storage device
comprises an ultracapacitor.
15. A retrofit system for modifying a diesel-electric locomotive
system to operate as a hybrid energy locomotive system, said
diesel-electric locomotive system including a locomotive having an
engine, a power converter driven by the engine providing primary
electric power, a traction bus coupled to the power converter and
carrying the primary electric power, a first inverter drive coupled
to the traction bus and receiving the primary electric power, a
first traction motor coupled to the first inverter drive, said
first traction motor having a dynamic braking mode of operation and
a motoring mode of operation, said first traction motor generating
dynamic braking electrical power which is returned to the traction
bus when operating in the dynamic braking mode, said first traction
motor propelling the locomotive in response to the primary electric
power when operating in the motoring mode, the diesel-electric
locomotive system also including a second inverter drive coupled to
the traction bus and receiving the primary electric power, and a
second traction motor coupled to the second inverter drive, the
retrofit system comprising: an energy storage device providing
secondary electric power; a transfer switch having first and second
connection states, said first connection state connecting the
second inverter drive to the second traction motor and said second
connection state connecting the energy storage device to the second
inverter drive; and a switch controller controlling the connection
state of the transfer switch, wherein when the first traction motor
is in the dynamic braking mode of operation and the switch
controller places the transfer switch in the second connection
state, the second inverter drive transfers a portion of the dynamic
braking electrical power to the energy storage device for storage
such that the secondary electric power is derived from the portion
of the dynamic braking electrical power stored in the energy
storage device.
16. The retrofit system of claim 15 wherein the second inverter
drive is operable for transferring power to the traction bus and
wherein when the first traction motor is in the motoring mode of
operation and the switch controller places the transfer switch in
the second connection state, the energy storage device supplies the
secondary electric power to the second inverter drive, whereby the
second inverter drive transfers the secondary electric power to the
traction bus such that first traction motor propels the locomotive
in response to the secondary electric power and the primary
electric power.
17. The retrofit system of claim 15 wherein when the first traction
motor is in the motoring mode of operation and the switch
controller places the transfer switch in the first connection
state, the second inverter drive transfers a portion of the primary
electric power to the second traction motor such that the second
traction motor operates in a motoring mode of operation to assist
the first traction motor in propelling the locomotive.
18. The retrofit system of claim 15 wherein when the first traction
motor is in the motoring mode of operation and the switch
controller places the transfer switch in the second connection
state, the second inverter drive transfers a portion of the primary
electric power to the energy storage device, said energy storage
device storing the transferred portion of the primary electric
power whereby the secondary electric power is derived from the
portion of the primary electric power stored in the energy storage
device
19. The retrofit system of claim 15 further comprising a charging
source selectively connected to the traction bus, said charging
source providing charging electric power carried on the traction
bus, wherein when the charging source is connected to the traction
bus and the switch controller places the transfer switch in the
second connection state, the second inverter drive transfers a
portion of the charging electric power to the energy storage
device, said energy storage device storing the transferred portion
of the charging electric power whereby the secondary electric power
is derived from the portion of the charging electric power stored
in the energy storage device.
20. The retrofit system of claim 15 wherein the energy storage
device comprises a battery.
21. The retrofit system of 15 wherein the transfer switch comprises
a three phase transfer switch and wherein the energy storage device
includes three output phases, said transfer switch being
constructed and arranged to selectively connect at least one of the
three output phases of the energy storage device to the second
inverter drive.
22. The retrofit system of claim 21 wherein the energy storage
device comprises three batteries, a first one of the three
batteries being connected to a first one of the three output
phases, a second one of the three batteries being connected to a
second one of the three output phases, and a third one of the three
batteries being connected to a third one of the three output
phases.
23. The retrofit system of claim 21 wherein the energy storage
device comprises a first battery and a second battery, said first
battery being connected to a first one and a second one of the
three output phases, and said second battery being connected to a
third one of the three output phases.
24. The retrofit system of claim 15 wherein the first and second
connection states are mutually exclusive.
25. The retrofit system of claim 15 wherein the energy storage
device comprises a flywheel system.
26. The retrofit system of claim 25 wherein the energy storage
device further comprises at least two output phases and a battery,
said battery being connected to a first one of the at least two
output phases and said flywheel system being connected to a second
one of the at least two output phases.
27. The retrofit system of claim 15 wherein the energy storage
device comprises: at least two phases; a first storage component
being connected to a first one of the at least two phases, said
first storage component storing a first portion of the dynamic
braking electrical power; a second storage component connected to a
second one of the at least two phases; and wherein the second
inverter drive selectively transfers a part of the first portion of
the dynamic braking electrical power stored in the first storage
component to the second storage component.
28. The retrofit system of claim 15 wherein the energy storage
device comprises an ultracapacitor.
29. A method of retrofitting a diesel-electric locomotive system to
operate as a hybrid energy system, said diesel-electric locomotive
system including a locomotive having an engine, a power converter
driven by the engine providing primary electric power, a traction
bus coupled to the power converter and carrying the primary
electric power, a first inverter drive coupled to the traction bus
and receiving the primary electric power, a first traction motor
coupled to the first inverter drive, said first traction motor
having a dynamic braking mode of operation and a motoring mode of
operation, said first traction motor generating electrical power
which is returned to the traction bus when operating in the dynamic
braking mode, said first traction motor propelling the locomotive
in response to the primary electric power when operating in the
motoring mode, the diesel-electric locomotive system also including
a second inverter drive coupled to the traction bus and receiving
the primary electric power, and a second traction motor coupled to
the second inverter drive, the method comprising: installing an
energy storage device on the locomotive, said energy storage device
being constructed and arranged to store electrical power and to
provide secondary electric power from the electrical power stored
therein; installing a transfer switch on the locomotive, said
transfer switch having first and second connection states, said
first connection state connecting the second inverter drive to the
second traction motor and said second connection state connecting
the second inverter drive to the energy storage device; controlling
the state of the transfer switch wherein the transfer switch is
selectively placed in the second connection state when the first
traction motor is in the dynamic braking mode of operation such
that the second inverter drive transfers a portion of the
electrical power returned to the traction bus to the energy storage
device; and storing the transferred portion of electrical power in
the energy storage device.
30. The method of claim 29 wherein the second inverter drive is
operable for transferring the secondary electric power from the
energy storage device to the traction bus, wherein controlling the
state of the transfer switch further comprises: placing the
transfer switch in the second connection state when the first
traction motor is in the motoring mode of operation such that the
second inverter drive selectively transfers the secondary electric
power from the energy storage device to the traction bus.
31. The method of claim 30 further comprising controlling the
transfer of secondary electric power from the energy storage device
to the traction bus by operating the second inverter drive as a
chopper.
32. The method of claim 29 wherein the first and second connection
states are mutually exclusive, and wherein controlling the state of
the transfer switch further comprises: placing the transfer switch
in the first connection state when the second traction motor is
needed to assist the first traction motor in the dynamic braking
mode of operation.
33. The method of claim 29 wherein the first and second connection
states are mutually exclusive, and wherein controlling the state of
the transfer switch further comprises: placing the transfer switch
in the first connection state when the second traction motor is
needed to assist the first traction motor in the motoring mode of
operation.
34. The method of claim 29 wherein the transfer switch comprises a
three phase switch and wherein the energy storage device includes
three output phases, and wherein controlling the state of the
transfer switch further comprises: connecting at least one of the
three output phases of the energy storage device to the second
inverter drive when the transfer switch is in the second connection
state.
35. The method of claim 34 wherein the energy storage device
comprises three batteries, the method further comprising:
connecting a first one of the three batteries being connected to a
first one of the three output phases; connecting a second one of
the three batteries being connected to a second one of the three
output phases; and connecting a third one of the three batteries
being connected to a third one of the three output phases.
36. The method of claim 34 wherein the energy storage device
comprises a first battery and a second battery, the method further
comprising: connecting the first battery to a first one of the
three output phases; connecting the first battery to a second one
of the three output phases; and connecting the second battery to a
third one of the three output phases.
37. The method of claim 29 wherein the energy storage device
comprises a flywheel system and wherein installing the energy
storage device on the locomotive comprises installing the flywheel
system.
38. The method of claim 37 wherein the energy storage device
further comprises at least two output phases, and wherein
installing the energy storage device on the locomotive further
comprises connecting the battery to a first one of the at least two
output phases and connecting the flywheel system to a second one of
the at least two output phases.
Description
CROSS REFERENCE TO RELATED APPLICATIONS
[0001] The invention of the present application claims priority
based on U.S. Provisional Application Serial No. 60/278,975, filed
on Mar. 27, 2001, the entire disclosure of which is incorporated
herein by reference.
[0002] The following commonly owned, co-pending applications are
related to the present application and are incorporated herein by
reference:
[0003] Attorney Docket No. 20-LC-4066, filed on Dec. 26, 2001, and
entitled "HYBRID ENERGY POWER MANAGEMENT SYSTEM AND METHOD";
[0004] Attorney Docket No. 20-LC-120830, filed on Dec. 26, 2001,
and entitled "HYBRID ENERGY LOCOMOTIVE POWER STORAGE SYSTEM";
and
[0005] Attorney Docket No. 20-LC-122059, filed on Dec. 26, 2001,
and entitled "LOCOMOTIVE ENERGY TENDER".
FIELD OF THE INVENTION
[0006] The invention relates generally hybrid energy systems and
methods for use in connection with diesel-electric locomotives. In
particular, the invention relates to a system and method for
manufacturing and/or retrofitting diesel-electric locomotives to
include a capability to selectively store and transfer electrical
energy, such as dynamic braking energy, produced by such
locomotives.
BACKGROUND OF THE INVENTION
[0007] FIG. 1A is a block diagram of an exemplary prior art
locomotive 100. In particular, FIG. 1A generally reflects a typical
prior art diesel-electric locomotive such as, for example, the
AC6000 or the AC4400, both or which are available from General
Electric Transportation Systems. As illustrated in FIG. 1A, the
locomotive 100 includes a diesel engine 102 driving an
alternator/rectifier 104. As is generally understood in the art,
the alternator/rectifier 104 provides DC electric power to an
inverter 106 which converts the AC electric power to a form
suitable for use by a traction motor 108 mounted on a truck below
the main engine housing. One common locomotive configuration
includes one inverter/traction motor pair per axle. Such a
configuration results in three inverters per truck, and six
inverters and traction motors per locomotive. FIG. 1A illustrates a
single inverter 106 for convenience.
[0008] Strictly speaking, an inverter converts DC power to AC
power. A rectifier converts AC power to DC power. The term
converter is also sometimes used to refer to inverters and
rectifiers. The electrical power supplied in this manner may be
referred to as prime mover power (or primary electric power) and
the alternator/rectifier 104 may be referred to as a source of
prime mover power. In a typical AC diesel-electric locomotive
application, the AC electric power from the alternator is first
rectified (converted to DC). The rectified AC is thereafter
inverted (e.g., using power electronics such as IGBTs or thyristors
operating as pulse width modulators) to provide a suitable form of
AC power for the respective traction motor 108.
[0009] As is understood in the art, traction motors 108 provide the
tractive power to move locomotive 100 and any other vehicles, such
as load vehicles, attached to locomotive 100. Such traction motors
108 may be AC or DC electric motors. When using DC traction motors,
the output of the alternator is typically rectified to provide
appropriate DC power. When using AC traction motors, the alternator
output is typically rectified to DC and thereafter inverted to
three-phase AC before being supplied to traction motors 108.
[0010] The traction motors 108 also provide a braking force for
controlling speed or for slowing locomotive 100. This is commonly
referred to as dynamic braking, and is generally understood in the
art. Simply stated, when a traction motor is not needed to provide
motivating force, it can be reconfigured (via power switching
devices) so that the motor operates as a generator. So configured,
the traction motor generates electric energy which has the effect
of slowing the locomotive. In prior art locomotives, such as the
locomotive illustrated in FIG. 1A, the energy generated in the
dynamic braking mode is typically transferred to resistance grids
110 mounted on the locomotive housing. Thus, the dynamic braking
energy is converted to heat and dissipated from the system. In
other words, electric energy generated in the dynamic braking mode
is typically wasted.
[0011] It should be noted that, in a typical prior art DC
locomotive, the dynamic braking grids are connected to the traction
motors. In a typical prior art AC locomotive, however, the dynamic
braking grids are connected to the DC traction bus because each
traction motor is normally connected to the bus by way of an
associated inverter (see FIG. 1B). FIG. 1A generally illustrates an
AC locomotive with a plurality of traction motors; a single
inverter is depicted for convenience.
[0012] FIG. 1B is an electrical schematic of a typical prior art AC
locomotive. It is generally known in the art to employ at least two
power supply systems in such locomotives. A first system comprises
the prime mover power system that provides power to the traction
motors. A second system provides power for so-called auxiliary
electrical systems (or simply auxiliaries). In FIG. 1B, the diesel
engine (see FIG. 1A) drives the prime mover power source 104 (e.g.,
an alternator and rectifier), as well as any auxiliary alternators
(not illustrated) used to power various auxiliary electrical
subsystems such as, for example, lighting, air
conditioning/heating, blower drives, radiator fan drives, control
battery chargers, field exciters, and the like. The auxiliary power
system may also receive power from a separate axle driven
generator. Auxiliary power may also be derived from the traction
alternator of prime mover power source 104.
[0013] The output of prime mover power source 104 is connected to a
DC bus 122 which supplies DC power to the traction motor subsystems
124A-124F. The DC bus 122 may also be referred to as a traction bus
because it carries the power used by the traction motor subsystems.
As explained above, a typical prior art diesel-electric locomotive
includes four or six traction motors. In FIG. 1B, each traction
motor subsystem comprises an inverter (e.g., inverter 106A) and a
corresponding traction motor (e.g., traction motor 108A).
[0014] During braking, the power generated by the traction motors
is dissipated through a dynamic braking grid subsystem 110. As
illustrated in FIG. 1A, a typical prior art dynamic braking grid
includes a plurality of contactors (e.g., DB1-DB5) for switching a
plurality of power resistive elements between the positive and
negative rails of the DC bus 122. Each vertical grouping of
resistors may be referred to as a string. One or more power grid
cooling blowers (e.g., BL1 and BL2) are normally used to remove
heat generated in a string due to dynamic braking.
[0015] As indicated above, prior art locomotives typically waste
the energy generated from dynamic braking. Attempts to make
productive use of such energy have been unsatisfactory. For
example, systems that attempt to recover the heat energy for later
use to drive steam turbines require the ability to heat and store
large amounts of water. Such systems are not suited for recovering
energy to propel the locomotive itself. Another system attempts to
use energy generated by a traction motor in connection with an
electrolysis cell to generate hydrogen gas for use as a
supplemental fuel source. Among the disadvantages of such a system
are the safe storage of the hydrogen gas and the need to carry
water for the electrolysis process. Still other prior art systems
fail to recapture the dynamic braking energy at all, but rather
selectively engage a special generator that operates when the
associated vehicle travels downhill. One of the reasons such a
system is unsatisfactory is because it fails to recapture existing
braking energy.
[0016] Therefore, there is a need for an improved system that
captures and stores the electric energy generated in the dynamic
braking mode, and that regenerates the stored energy for later use.
There is also a need for such an improved system that can be
installed as original equipment or installed as part of a retrofit
program. There is also a need for such a system that can be
installed on a single axle or on multiple axles.
SUMMARY OF THE INVENTION
[0017] In one aspect, the invention relates to a diesel-electric
locomotive system. The system includes a locomotive having an
engine. A power converter is driven by the engine and provides
primary electric power. A traction bus is coupled to the power
converter. The traction bus carries the primary electric power. A
first inverter drive is coupled to the traction bus and receives
the primary electric power. A first traction motor is coupled to
the first inverter drive. The first traction motor has a dynamic
braking mode of operation and a motoring mode of operation. The
first traction motor generates dynamic braking electrical power
which is returned to the traction bus when the operating in the
dynamic braking mode. The first traction motor propels the
locomotive in response to the primary electric power when operating
in the motoring mode. A second inverter drive is coupled to the
traction bus and receives the primary electric power. A second
traction motor is coupled to the second inverter drive. The system
also includes a hybrid energy system. The hybrid energy system
comprises an energy storage device that provides secondary electric
power. A transfer switch has first and second connection states.
The first connection state connects the second inverter drive to
the second traction motor. The second connection state connects the
energy storage device to the second inverter drive. A switch
controller controls the connection state of the transfer switch.
When the first traction motor is in the dynamic braking mode of
operation and the switch controller places the transfer switch in
the second connection state, the second inverter drive transfers a
portion of the dynamic braking electrical power to the energy
storage device for storage. In this way, the secondary electric
power is derived from the portion of the dynamic braking electrical
power stored in the energy storage device.
[0018] In another aspect, the invention relates to a retrofit
system for modifying a diesel-electric locomotive system to operate
as a hybrid energy locomotive system. The diesel-electric
locomotive system includes a locomotive having an engine. A power
converter is driven by the engine and provides primary electric
power. A traction bus is coupled to the power converter. The
traction bus carries the primary electric power. A first inverter
drive is coupled to the traction bus and receives the primary
electric power. A first traction motor is coupled to the first
inverter drive. The first traction motor has a dynamic braking mode
of operation and a motoring mode of operation. The first traction
motor generates dynamic braking electrical power which is returned
to the traction bus when the operating in the dynamic braking mode.
The first traction motor propels the locomotive in response to the
primary electric power when operating in the motoring mode. A
second inverter drive is coupled to the traction bus and receives
the primary electric power. A second traction motor is coupled to
the second inverter drive. The retrofit system comprises an energy
storage device that provides secondary electric power. A transfer
switch has first and second connection states. The first connection
state connects the second inverter drive to the second traction
motor. The second connection state connects the energy storage
device to the second inverter drive. A switch controller controls
the connection state of the transfer switch. When the first
traction motor is in the dynamic braking mode of operation and the
switch controller places the transfer switch in the second
connection state, the second inverter drive transfers a portion of
the dynamic braking electrical power to the energy storage device
for storage. In this way, the secondary electric power is derived
from the portion of the dynamic braking electrical power stored in
the energy storage device.
[0019] In yet another aspect, the invention relates to a method of
retrofitting a diesel-electric locomotive system to operate as a
hybrid energy system. The diesel-electric locomotive system
includes a locomotive having an engine. A power converter is driven
by the engine and provides primary electric power. A traction bus
is coupled to the power converter. The traction bus carries the
primary electric power. A first inverter drive is coupled to the
traction bus and receives the primary electric power. A first
traction motor is coupled to the first inverter drive. The first
traction motor has a dynamic braking mode of operation and a
motoring mode of operation. The first traction motor generates
electrical power which is returned to the traction bus when the
operating in the dynamic braking mode. The first traction motor
propels the locomotive in response to the primary electric power
when operating in the motoring mode. A second inverter drive is
coupled to the traction bus and receives the primary electric
power. A second traction motor is coupled to the second inverter
drive. The method of retrofitting comprises installing an energy
storage device on the locomotive. The energy storage device is
constructed and arranged to store electrical power and to provide
secondary electric power from the electrical power stored therein.
A transfer switch is installed on the locomotive. The transfer
switch has first and second connection states. The first connection
state connects the second inverter drive to the second traction
motor. The second connection state connects the second inverter
drive to the energy storage device. The state of the transfer
switch is controlled. The transfer switch is selectively placed in
the second connection state when the first traction motor is in the
dynamic braking mode of operation such that the second inverter
drive transfers a portion of the electrical power returned to the
traction bus to the energy storage device. The transferred portion
of electrical power is stored in the energy storage device.
BRIEF DESCRIPTION OF THE DRAWINGS
[0020] FIG. 1A is a block diagram of a prior art diesel-electric
locomotive.
[0021] FIG. 1B is an electrical schematic of a prior art AC
diesel-electric locomotive.
[0022] FIG. 2 is a block diagram of one embodiment of a hybrid
energy locomotive system having a separate energy tender
vehicle.
[0023] FIG. 3 is a block diagram of one embodiment of a hybrid
energy locomotive system having a second engine for charging an
energy storage system, including an energy storage system
associated with an energy tender vehicle.
[0024] FIG. 4 is a block diagram illustrating one preferred
embodiment of an energy storage and generation system suitable for
use in connection with a hybrid energy locomotive system.
[0025] FIG. 5 is a block diagram illustrating an energy storage and
generation system suitable for use in a hybrid energy locomotive
system, including an energy management system for controlling the
storage and regeneration of energy.
[0026] FIGS. 6A-6D are timing diagrams that illustrate one
embodiment of an energy management system for controlling the
storage and regeneration of energy, including dynamic braking
energy.
[0027] FIGS. 7A-7D are timing diagrams that illustrate another
embodiment energy management system for controlling the storage and
regeneration of energy, including dynamic braking energy.
[0028] FIGS. 8A-8E are timing diagrams that illustrate another
embodiment energy management system for controlling the storage and
regeneration of energy, including dynamic braking energy.
[0029] FIGS. 9A-9G are electrical schematics illustrating several
embodiments of an electrical system suitable for use in connection
with a hybrid energy off-highway vehicle, such as a diesel-electric
locomotive.
[0030] FIGS. 10A-10C are electrical schematics illustrating
additional embodiments of an electrical system suitable for use in
connection with a hybrid energy off-highway vehicle, such as a
diesel-electric locomotive.
[0031] FIG. 11 is an electrical schematic that illustrates one
preferred way of connecting electrical storage elements.
[0032] FIG. 12 is a flow chart that illustrates one method of
operating a hybrid energy locomotive system.
[0033] Corresponding reference characters and designations
generally indicate corresponding parts throughout the drawings.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
[0034] FIG. 2 is a block diagram of one embodiment of a hybrid
energy locomotive system 200. In this embodiment, the hybrid energy
locomotive system preferably includes an energy tender vehicle 202
for capturing and regenerating at least a portion of the dynamic
braking electric energy generated when the locomotive traction
motors operate in a dynamic braking mode. The energy tender vehicle
202 is constructed and arranged to be coupled to the locomotive in
a consist configuration, and includes an energy capture and storage
system 204 (sometimes referred to as an energy storage medium or an
energy storage). It should be understood that it is common to use
two or more locomotives in a consist configuration and that FIG. 2
illustrates a single locomotive for convenience.
[0035] In one embodiment, the energy capture and storage system 204
selectively receives electrical power generated during the dynamic
braking mode of operation and stores it for later regeneration and
use. In the alternative or in addition to receiving and storing
dynamic braking power, energy capture and storage system 204 can
also be constructed and arranged to receive and store power from
other sources. For example, excess prime mover power from engine
102 can be transferred and stored. Similarly, when two or more
locomotives are operating in a consist, excess power from one of
the locomotives can be transferred and stored in energy capture and
storage system 204. Also, a separate power generator (e.g., diesel
generator) can be used to supply a charging voltage (e.g., a
constant charging voltage) to energy capture and storage system.
Still another source of charging is an optional off-train charging
source 220. For example, energy capture and storage system 204 can
be charged by external sources such as a battery charger in a train
yard or at a wayside station.
[0036] The energy capture and storage system 204 preferably
includes at least one of the following storage subsystems for
storing the electrical energy generated during the dynamic braking
mode: a battery subsystem, a flywheel subsystem, or an
ultra-capacitor subsystem. Other storage subsystems are possible.
Ultra-capacitors are available from Maxwell Technologies. These
storage subsystems may be used separately or in combination. When
used in combination, these storage subsystems can provide
synergistic benefits not realized with the use of a single energy
storage subsystem. A flywheel subsystem, for example, typically
stores energy relatively fast but may be relatively limited in its
total energy storage capacity. A battery subsystem, on the other
hand, often stores energy relatively slowly but can be constructed
to provide a relatively large total storage capacity. Hence, a
flywheel subsystem may be combined with a battery subsystem wherein
the flywheel subsystem captures the dynamic braking energy that
cannot be timely captured by the battery subsystem. The energy thus
stored in the flywheel subsystem may be thereafter used to charge
the battery. Accordingly, the overall capture and storage
capabilities are preferably extended beyond the limits of either a
flywheel subsystem or a battery subsystem operating alone. Such
synergies can be extended to combinations of other storage
subsystems, such as a battery and ultra-capacitor in combination
where the ultra-capacitor supplies the peak demand needs.
[0037] It should be noted at this point that, when a flywheel
subsystem is used, a plurality of flywheels is preferably arranged
to limit or eliminate the gyroscopic effect each flywheel might
otherwise have on the locomotive and load vehicles. For example,
the plurality of flywheels may be arranged on a six-axis basis to
greatly reduce or eliminate gyroscopic effects. It should be
understood, however, that reference herein to a flywheel embraces a
single flywheel or a plurality of flywheels.
[0038] Referring still to FIG. 2, energy capture and storage system
204 not only captures and stores electric energy generated in the
dynamic braking mode of the locomotive, it also supplies the stored
energy to assist the locomotive effort (i.e., to supplement and/or
replace prime mover power). For example, energy tender vehicle 202
optionally includes a plurality of energy tender traction motors
208 mounted on the trucks supporting energy tender vehicle 202. The
electrical power stored in energy capture and storage 204 may be
selectively supplied (e.g., via lines 210) to the energy tender
traction motors 208. Thus, during times of increased demand, energy
tender traction motors 208 augment the tractive power provided by
locomotive traction motors 108. As another example, during times
when it is not possible to store more energy from dynamic braking
(e.g., energy storage system 204 is charged to capacity),
efficiency considerations may suggest that energy tender traction
motors 208 also augment locomotive traction motors 108.
[0039] It should be appreciated that when energy capture and
storage system 204 drives energy tender traction motors 208,
additional circuitry will likely be required. For example, if
energy capture and storage system 204 comprises a battery storing
and providing a DC voltage, one or more inverter drives may be used
to convert the DC voltage to a form suitable for use by the energy
tender traction motors 208. Such drives are preferably
operationally similar to those associated with the main
locomotive.
[0040] Rather than (or in addition to) using the electrical power
stored in energy capture and storage 204 for powering separate
energy tender traction motors 208, such stored energy may also be
used to augment the electrical power supplied to locomotive
traction motors 108 (e.g., via line 212).
[0041] Other configurations are also possible. For example, the
locomotive itself may be constructed and arranged (e.g., either
during manufacturing or as part of a retrofit program) to capture,
store, and regenerate excess electrical energy, such as dynamic
braking energy or excess motor power. In another embodiment, a
locomotive may replaced with an autonomous tender vehicle. In still
another embodiment, similar to the embodiment illustrated in FIG.
2, the separate energy tender vehicle is used solely for energy
capture, storage, and regeneration--the tender does not include the
optional traction motors 208. In yet another embodiment, a separate
tender vehicle is replaced with energy capture and storage
subsystems located on some or all of the load units attached to the
locomotive. Such load units may optionally include separate
traction motors. In each of the foregoing embodiments, the energy
capture and storage subsystem can include one or more of the
subsystems previously described.
[0042] When a separate energy tender vehicle (e.g., energy tender
vehicle 202) is used, the tender vehicle 202 and the locomotive are
preferably coupled electrically (e.g., via line 212) such that
dynamic braking energy from the locomotive traction motors and/or
from optional energy tender traction motors 208 is stored in energy
storage means on board the tender. During motoring operations, the
stored energy is selectively used to propel locomotive traction
motors 108 and/or optional traction motors 208 of tender vehicle
202. Similarly, when the locomotive engine produces more power than
required for motoring, the excess prime mover power can be stored
in energy capture and storage 202 for later use.
[0043] If energy tender vehicle 202 is not electrically coupled to
the locomotive (other than for standard control signals), traction
motors 208 on the tender vehicle can also be used in an autonomous
fashion to provide dynamic braking energy to be stored in energy
capture and storage 204 for later use. One advantage of such a
configuration is that tender vehicle 202 can be coupled to a wide
variety of locomotives, in almost any consist.
[0044] It should be appreciated that when energy tender traction
motors 208 operate in a dynamic braking mode, various reasons may
counsel against storing the dynamic braking energy in energy
capture and storage 204 (e.g., the storage may be full). Thus, it
is preferable that some or all of such dynamic braking energy be
dissipated by grids associated with energy tender vehicle 202 (not
shown), or transferred to locomotive grids 110 (e.g., via line
212).
[0045] The embodiment of FIG. 2 will be further described in terms
of one possible operational example. It is to be understood that
the this operational example does not limit the invention. The
locomotive system 200 is configured in a consist including a
locomotive (e.g., locomotive 100 of FIG. 1), an energy tender
vehicle 202, and at least one load vehicle. The locomotive may be,
for example, an AC diesel-electric locomotive. Tractive power for
the locomotive is supplied by a plurality of locomotive traction
motors 108. In one preferred embodiment, the locomotive has six
axles, each axle includes a separate locomotive traction motor, and
each traction motor is an AC traction motor. The locomotive
includes a diesel engine 102 that drives an electrical power
system. More particularly, the diesel engine drives an
alternator/rectifier that comprises a source of prime mover
electrical power (sometimes referred to as traction power or
primary power). In this particular embodiment, the prime mover
electrical power is DC power which is converted to AC power for use
by the traction motors. More specifically, one or more inverters
(e.g., inverter 106) receive the prime mover electrical power and
selectively supply AC power to the plurality of locomotive traction
motors 108 to propel the locomotive. Thus, locomotive traction
motors 108 propel the locomotive in response to the prime mover
electrical power.
[0046] Each of the plurality of locomotive traction motors 108 is
preferably operable in at least two operating modes, a motoring
mode and a dynamic braking mode. In the motoring mode, the
locomotive traction motors 108 receive electrical power (e.g.,
prime mover electrical power via inverters) to propel the
locomotive. As described elsewhere herein, when operating in the
dynamic braking mode, the traction motors generate electricity. In
the embodiment of FIG. 2, energy tender vehicle 202 is constructed
and arranged to selectively capture and store a portion of the
electricity generated by the traction motors during dynamic braking
operations. This is accomplished by energy capture and storage
system 204. The captured and stored electricity is selectively used
to provide a secondary source of electric power. This secondary
source of electric power may be used to selectively supplement or
replace the prime mover electrical power (e.g., to help drive one
or more locomotive traction motors 108) and/or to drive one or more
energy tender traction motors 208. In the latter case, energy
tender traction motors 208 and locomotive traction motors 108
cooperate to propel the consist.
[0047] Advantageously, tender capture and storage 204 can store
dynamic braking energy without any electrical power transfer
connection with the primary locomotive. In other words, energy
capture and storage 204 can be charged without a connection such as
line 212. This is accomplished by operating the locomotive engine
102 to provide motoring power to locomotive traction motors 108
while operating tender vehicle 202 in a dynamic braking mode. For
example, the locomotive engine 102 may be operated at a relatively
high notch setting while tender vehicle traction motors 208 are
configured for dynamic braking. Energy from the dynamic braking
process can be used to charge energy capture and storage 204.
Thereafter, the stored energy can be used to power energy tender
traction motors 208 to provide additional motoring power to the
train. One of the advantages of such a configuration is that tender
vehicle 202 can be placed anyway in the train. For example, in one
wireless embodiment, tender vehicle 202 provides its own local
power (e.g., for controls or lighting) and communicates via a radio
link with other vehicles in the train, as necessary. An air brake
connection would likely also be connected to tender vehicle 202. Of
course, minimal wiring such as standard lighting wiring and control
wiring could be optionally routed to tender vehicle 202, if so
desired.
[0048] It is known in the art that diesel-electric locomotives are
often loud and the vibrations associated with the engine make the
environment uncomfortable for train operators. Accordingly, in one
embodiment, tender vehicle 202 is modified to include an operator
compartment such that the train engineer can operate the train from
the relative comfort of the tender, rather than from the
locomotive. FIG. 2 reflects this schematically at the aft end of
tender 202 with reference character 230.
[0049] FIG. 3 is a block diagram of another embodiment of a hybrid
energy locomotive system 300. This embodiment includes a second
engine vehicle 301 for charging the energy tender vehicle 202. The
second engine vehicle 301 comprises a diesel engine 302 that is
preferably smaller than the main locomotive engine 102, but which
otherwise operates according similar principles. For example,
second engine vehicle 301 comprises an alternator/rectifier 304
(driven by the second engine 302), one or more inverters 306, and a
plurality of braking grids 310. In one embodiment, second engine
302 runs at a constant speed to provide a constant charging source
(e.g., 200-400 hp) for energy tender vehicle 202. Thus, when a
hybrid energy locomotive system is configured as shown in FIG. 3,
energy capture and storage 204 preferably receives charging energy
from one or both of the primary locomotive (e.g., dynamic braking
energy), and second engine vehicle 301 (e.g., direct charging) via
line 312. It should be understood that, although second engine
vehicle 301 is shown as a separate vehicle, it could also be
included, for example, as an integral part of energy tender vehicle
202 or a load vehicle. Also, dynamic braking generators (e.g., via
traction motors 308) could be optionally included with second
engine 301 thereby providing an additional source of power for
storage in energy capture and storage 204.
[0050] FIG. 4 is a system-level block diagram that illustrates
aspects of one preferred energy storage and generation system. In
particular, FIG. 4 illustrates an energy storage and generation
system 400 suitable for use with a hybrid energy locomotive system,
such as hybrid energy locomotive system 200 or system 300 (FIGS. 2
and 3). Such an energy storage and generation system 400 could be
implemented, for example, as part of a separate energy tender
vehicle (e.g., FIGS. 2 and 3) and/or incorporated into a
locomotive.
[0051] As illustrated in FIG. 4, a diesel engine 102 drives a prime
mover power source 104 (e.g., an alternator/rectifier converter).
The prime mover power source 104 preferably supplies DC power to an
inverter 106 that provides three-phase AC power to a locomotive
traction motor 108. It should be understood, however, that the
system 400 illustrated in FIG. 4 can be modified to operate with DC
traction motors as well. Preferably, there are a plurality of
traction motors (e.g., one per axle), and each axle is coupled to a
plurality of locomotive wheels. In other words, each locomotive
traction motor preferably includes a rotatable shaft coupled to the
associated axle for providing tractive power to the wheels. Thus,
each locomotive traction motor 108 provides the necessary motoring
force to an associated plurality of locomotive wheels 109 to cause
the locomotive to move.
[0052] When traction motors 108 are operated in a dynamic braking
mode, at least a portion of the generated electrical power is
routed to an energy storage medium such as energy storage 204. To
the extent that energy storage 204 is unable to receive and/or
store all of the dynamic braking energy, the excess energy is
preferably routed to braking grids 110 for dissipation as heat
energy. Also, during periods when engine 102 is being operated such
that it provides more energy than needed to drive traction motors
108, the excess capacity (also referred to as excess prime mover
electric power) may be optionally stored in energy storage 204.
Accordingly, energy storage 204 can be charged at times other than
when traction motors 108 are operating in the dynamic braking mode.
This aspect of the system is illustrated in FIG. 4 by a dashed line
402.
[0053] The energy storage 204 of FIG. 4 is preferably constructed
and arranged to selectively augment the power provided to traction
motors 108 or, optionally, to power separate traction motors
associated with a separate energy tender vehicle (see FIG. 2 above)
or a load vehicle. Such power may be referred to as secondary
electric power and is derived from the electrical energy stored in
energy storage 204. Thus, the system 400 illustrated in FIG. 4 is
suitable for use in connection with a locomotive having an on-board
energy storage medium and/or with a separate energy tender
vehicle.
[0054] FIG. 5 is a block diagram the illustrates aspects of one
preferred embodiment of an energy storage and generation system 500
suitable for use with a hybrid energy locomotive system. The system
500 includes an energy management system 502 for controlling the
storage and regeneration of energy. It should be understood,
however, that the energy management system 502 illustrated in FIG.
5 is also suitable for use with other large, off-highway vehicles
that travel along a relatively well-defined course. Such vehicles
include, for example, large excavators, excavation dump trucks, and
the like. By way of further example, such large excavation dump
trucks may employ motorized wheels such as the GEB23.TM. AC
motorized wheel employing the GE150AC.TM. drive system (both of
which are available from the assignee of the present invention).
Therefore, although FIG. 5 is generally described with respect to a
locomotive system, the energy management system 500 illustrated
therein is not to be considered as limited to locomotive
applications.
[0055] Referring still to the exemplary embodiment illustrated in
FIG. 5, system 500 preferably operates in the same general manner
as system 400 of FIG. 4; the energy management system 502 provides
additional intelligent control functions. FIG. 5 also illustrates
an optional energy source 504 that is preferably controlled by the
energy management system 502. The optional energy source 504 may be
a second engine (e.g., the charging engine illustrated in FIG. 3 or
another locomotive in the consist) or a completely separate power
source (e.g., a wayside power source such as battery charger) for
charging energy storage 204. In one embodiment, such a separate
charger includes an electrical power station for charging an energy
storage medium associated with a separate energy tender vehicle
(e.g., vehicle 202 of FIG. 2) while stationary, or a system for
charging the energy storage medium while the tender vehicle is in
motion. In one preferred embodiment, optional energy source 504 is
connected to a traction bus (not illustrated in FIG. 5) that also
carries primary electric power from prime mover power source
104.
[0056] As illustrated, the energy management system 502 preferably
includes an energy management processor 506, a database 508, and a
position identification system 510, such as, for example, a global
positioning satellite system receiver (GPS) 510. The energy
management processor 506 determines present and anticipated train
position information via the position identification system 510. In
one embodiment, energy management processor 506 uses this position
information to locate data in the database 508 regarding present
and/or anticipated track topographic and profile conditions,
sometimes referred to as track situation information. Such track
situation information may include, for example, track grade, track
elevation (e.g., height above mean sea level), track curve data,
tunnel information, speed limit information, and the like. It is to
be understood that such database information could be provided by a
variety of sources including: an onboard database associated with
processor 510, a communication system (e.g., a wireless
communication system) providing the information from a central
source, manual operator input(s), via one or more wayside signaling
devices, a combination of such sources, and the like. Finally,
other vehicle information such as, the size and weight of the
vehicle, a power capacity associated with the prime mover,
efficiency ratings, present and anticipated speed, present and
anticipated electrical load, and so on may also be included in a
database (or supplied in real or near real time) and used by energy
management processor 506. It should be appreciated that, in an
alternative embodiment, energy management system 502 could be
configured to determine power storage and transfer requirements
associated with energy storage 204 in a static fashion. For
example, energy management processor 506 could be preprogrammed
with any of the above information, or could use look-up tables
based on past operating experience (e.g., when the vehicle reaches
a certain point, it is nearly always necessary to store additional
energy to meet an upcoming demand).
[0057] The energy management processor 506 preferably uses the
present and/or upcoming track situation information, along with
vehicle status information, to determine power storage and power
transfer requirements. Energy management processor 506 also
determines possible energy storage opportunities based on the
present and future track situation information. For example, based
on the track profile information, energy management processor 506
may determine that it is more efficient to completely use all of
the stored energy, even though present demand is low, because a
dynamic braking region is coming up (or because the train is behind
schedule and is attempting to make up time). In this way, the
energy management system 502 improves efficiency by accounting for
the stored energy before the next charging region is encountered.
As another example, energy management processor 506 may determine
not to use stored energy, despite present demand, if a heavier
demand is upcoming. Advantageously, energy management system 502
may also be configured to interface with engine controls. Also, as
illustrated in FIG. 5, energy storage 204 may be configured to
provide an intelligent control interface with energy management
system 502.
[0058] In operation, energy management processor 506 determines a
power storage requirement and a power transfer requirement. Energy
storage 204 stores electrical energy in response to the power
storage requirement. Energy storage 204 provides secondary electric
power (e.g. to a traction bus connected to inverters 106 to assist
in motoring) in response to the power transfer requirement. The
secondary electric power is derived from the electrical energy
stored in energy storage 204.
[0059] As explained above, energy management processor 506
preferably determines the power storage requirement based, in part,
on a situation parameter indicative of a present and/or anticipated
track topographic characteristic. Energy management processor 506
may also determine the power storage requirement as a function of
an amount of primary electric power available from the prime mover
power source 104. Similarly, energy management processor 506 may
determine the power storage requirement as function of a present or
anticipated amount of primary electric power required to propel the
locomotive system.
[0060] Also, in determining the energy storage requirement, energy
management processor 506 preferably considers various parameters
related to energy storage 204. For example, energy storage 204 will
have a storage capacity that is indicative of the amount of power
that can be stored therein and/or the amount of power that can be
transferred to energy storage 204 at any given time. Another
similar parameter relates to the amount of secondary electric power
that energy storage 204 has available for transfer at a particular
time.
[0061] As explained above, system 500 preferably includes a
plurality of sources for charging energy storage 204. These sources
include dynamic braking power, excess prime mover electric power,
and external charging electric power. Preferably, energy management
processor 506 determines which of these sources should charge
energy storage 204. In one embodiment, present or anticipated
dynamic braking energy is used to charge energy storage 204, if
such dynamic braking energy is available. If dynamic braking energy
is not available, either excess prime mover electric power or
external charging electric power is used to charge energy storage
204.
[0062] In the embodiment of FIG. 5, energy management processor 506
preferably determines the power transfer requirement as a function
of a demand for power. In other words, energy storage 204
preferably does not supply secondary electric power unless traction
motors 108 are operating in a power consumption mode (i.e., a
motoring mode, as opposed to a dynamic braking mode). In one form,
energy management processor 506 permits energy storage 204 to
supply secondary electric power to inverters 106 until either (a)
the demand for power terminates or (b) energy storage 204 is
completely depleted. In another form, however, energy management
processor 506 considers anticipated power demands and controls the
supply of secondary electric power from energy storage 204 such
that sufficient reserve power remains in energy storage 204 to
augment prime mover power source during peak demand periods. This
may be referred to as a "look ahead" energy management scheme.
[0063] In the look ahead energy management scheme, energy
management processor 506 preferably considers various present
and/or anticipated track situation parameters, such as those
discussed above. In addition, energy management processor may also
consider the amount of power stored in energy storage 204,
anticipated charging opportunities, and any limitations on the
ability to transfer secondary electric power from energy storage
204 to inverters 106.
[0064] FIGS. 6A-D, 7A-D, and 8A-E illustrate, in graphic form,
aspects of three different embodiments of energy management
systems, suitable for use with a hybrid energy vehicle, that could
be implemented in a system such as system 500 of FIG. 5. It should
be appreciated that these figures are provided for exemplary
purposes and that, with the benefit of the present disclosure,
other variations are possible. It should also be appreciated that
the values illustrated in these figures are included to facilitate
a detailed description and should not be considered in a limiting
sense. It should be further understood that, although the examples
illustrated in these figures relate to locomotives and trains, the
energy management system and methods identified herein may be
practiced with a variety of large, off-highway vehicles that
traverse a known course and which are generally capable of storing
the electric energy generated during the operation of such
vehicles. Such off-highway vehicles include vehicles using DC and
AC traction motor drives and having dynamic braking/retarding
capabilities.
[0065] There are four similar charts in each group of figures
(FIGS. 6A-D, FIGS. 7A-D, and FIGS. 8A-D). The first chart in each
group (i.e., FIGS. 6A, 7A, and 8A) illustrates the required power
for both motoring and braking. Thus, the first chart graphically
depicts the amount of power required by the vehicle. Positive
values on the vertical axis represent motoring power (horsepower);
negative values represent dynamic braking power. It should be
understood that motoring power could originate with the prime mover
(e.g., diesel engine in a locomotive), or from stored energy (e.g.,
in an energy storage medium in a separate energy tender vehicle or
in a locomotive), or from a combination of the prime mover and
stored energy. Dynamic braking power could be dissipated or stored
in the energy storage medium.
[0066] The horizontal axis in all charts reflects time in minutes.
The time bases for each chart in a given figure group are intended
to be the same. It should be understood, however, that other
reference bases are possible.
[0067] The second chart in each group of figures (i.e., FIGS. 6B,
7B, and 8B) reflects theoretical power storage and consumption.
Positive values reflect the amount of power that, if power were
available in the energy storage medium, could be drawn to assist in
motoring. Negative values reflect the amount of power that, if
storage space remains in the energy storage medium, could be stored
in the medium. The amount of power that could be stored or drawn is
partially a function of the converter and storage capabilities of a
given vehicle configuration. For example, the energy storage medium
will have some maximum/finite capacity. Further, the speed at which
the storage medium is able to accept or supply energy is also
limited (e.g., batteries typically charge slower than flywheel
devices). Other variables also affect energy storage. These
variables include, for example, ambient temperature, the size and
length of any interconnect cabling, current and voltage limits on
dc-to-dc converters used for battery charging, power ratings for an
inverter for a flywheel drive, the charging and discharging rates
of a battery, or a motor/shaft limit for a flywheel drive. The
second chart assumes that the maximum amount of power that could be
transferred to or from the energy storage medium at a given time is
500 h.p. Again, it should be understood that this 500 h.p. limit is
included for exemplary purposes. Hence, the positive and negative
limits in any given system could vary as a function of ambient
conditions, the state and type of the energy storage medium, the
type and limits of energy conversion equipment used, and the
like.
[0068] The third chart in each figure group (i.e., FIGS. 6C, 7C,
and 8C) depicts a power transfer associated with the energy storage
medium. In particular, the third chart illustrates the actual power
being transferred to and from the energy storage medium versus
time. The third chart reflects limitations due to the power
available for storage, and limitations due to the present state of
charge/storage of the energy storage medium (e.g., the speed of the
flywheel, the voltage in an ultracapacitor, the charge in the
battery, and the like).
[0069] The fourth chart in each figure group (i.e., FIGS. 6D, 7D,
and 8D) depicts actual energy stored. In particular, the fourth
chart illustrates the energy stored in the energy storage medium at
any particular instant in time.
[0070] Referring first to FIGS. 6A-D, these figures reflect an
energy management system that stores energy at the maximum rate
possible during dynamic braking until the energy storage medium is
completely full. In this embodiment, all energy transfers to the
storage medium occur during dynamic braking. In other words, in the
embodiment reflected in FIGS. 6A-D, no energy is transferred to the
energy storage medium from excess prime mover power available
during motoring, or from other energy sources. Similarly, energy is
discharged, up to the maximum rate, whenever there is a motor
demand (limited to and not exceeding the actual demand) until the
energy storage medium is completely discharged/empty. FIGS. 6A-D
assume that the energy storage medium is completely
discharged/empty at time 0.
[0071] Referring now specifically to FIG. 6A, as mentioned above,
the exemplary curve identified therein illustrates the power
required (utilized) for motoring and dynamic braking. Positive
units of power reflect when motoring power is being applied to the
wheels of the vehicle (e.g., one or more traction motors are
driving locomotive wheels). Negative units of power reflect power
generated by dynamic braking.
[0072] FIG. 6B is an exemplary curve that reflects power transfer
limits. Positive values reflect the amount of stored energy that
would be used to assist in the motoring effort, if such energy were
available. Negative units reflect the amount of dynamic braking
energy that could be stored in the energy storage medium if the
medium were able to accept the full charge available. In the
example of FIG. 6B, the energy available for storage at any given
time is illustrated as being limited to 500 units (e.g.,
horsepower). As explained above, a variety of factors limit the
amount of power that can be captured and transferred. Thus, from
about 0 to 30 minutes, the locomotive requires less than 500 h.p.
If stored energy were available, it could be used to provide all of
the motoring power. From about 30 minutes to about 65 or 70
minutes, the locomotive requires more than 500 h.p. Thus, if stored
energy were available, it could supply some (e.g., 500 h.p.) but
not all of the motoring power. From about 70 minutes to about 75
minutes or so, the locomotive is in a dynamic braking mode and
generates less than 500 h.p. of dynamic braking energy. Thus, up to
500 h.p. of energy could be transferred to the energy storage
medium, if the medium retained sufficient capacity to store the
energy. At about 75 minutes, the dynamic braking process generates
in excess of 500 h.p. Because of power transfer limits, only up to
500 h.p. could be transferred to the energy storage medium (again,
assuming that storage capacity remains); the excess power would be
dissipated in the braking grids. It should be understood that FIG.
6B does not reflect the actual amount of energy transferred to or
from the energy storage medium. That information is depicted in
FIG. 6C.
[0073] FIG. 6C is reflects the power transfer to/from the energy
storage medium at any given instant of time. The example shown
therein assumes that the energy storage medium is completely empty
at time 0. Therefore, the system cannot transfer any power from the
storage at this time. During a first time period A (from
approximately 0-70 minutes), the vehicle is motoring (see FIG. 6A)
and no power is transferred to or from the energy storage. At the
end of the first time period A, and for almost 30 minutes
thereafter, the vehicle enters a dynamic braking phase (see FIG.
6A). During this time, power from the dynamic braking process is
available for storage (see FIG. 6B).
[0074] During a second time period B (from approximately 70-80
minutes), dynamic braking energy is transferred to the energy
storage medium at the maximum rate (e.g., 500 units) until the
storage is full. During this time there is no motoring demand to
deplete the stored energy. Thereafter, during a third time period C
(from approximately 80-105 minutes), the storage is full.
Consequently, even though the vehicle remains in the dynamic
braking mode or is coasting (see FIG. 6A), no energy is transferred
to or from the energy storage medium during time period C.
[0075] During a fourth time period D (from approximately 105-120
minutes), the vehicle resumes motoring. Because energy is available
in the energy storage medium, energy is drawn from the storage and
used to assist the motoring process. Hence, the curve illustrates
that energy is being drawn from the energy storage medium during
the fourth time period D.
[0076] At approximately 120 minutes, the motoring phase ceases and,
shortly thereafter, another dynamic braking phase begins. This
dynamic braking phase reflects the start of a fifth time period E
which lasts from approximately 125-145 minutes. As can be
appreciated by viewing the curve during the fifth time period E,
when the dynamic braking phase ends, the energy storage medium is
not completely charged.
[0077] Shortly before the 150 minute point, a sixth time period F
begins which lasts from approximately 150-170 minutes. During this
time period and thereafter (see FIG. 6A), the vehicle is motoring.
From approximately 150-170 minutes, energy is transferred from the
energy storage medium to assist in the motoring process. At
approximately 170 minutes, however, the energy storage is
completely depleted. Accordingly, from approximately 170-200
minutes (the end of the sample window), no energy is transferred to
or from the energy storage medium.
[0078] FIG. 6D illustrates the energy stored in the energy storage
medium of the exemplary embodiment reflected in FIGS. 6A-D. Recall
that in the present example, the energy storage medium is assumed
to be completely empty/discharged at time 0. Recall also that the
present example assumes an energy management system that only
stores energy from dynamic braking. From approximately 0-70
minutes, the vehicle is motoring and no energy is transferred to or
from the energy storage medium. From approximately 70-80 minutes or
so, energy from dynamic braking is transferred to the energy
storage medium until it is completely full. At approximately 105
minutes, the vehicle begins another motoring phase and energy is
drawn from the energy storage medium until about 120 minutes. At
about 125 minutes, energy from dynamic braking is again transferred
to the energy storage medium during another dynamic braking phase.
At about 145 minutes or so, the dynamic braking phase ends and
storage ceases. At about 150 minutes, energy is drawn from the
energy storage medium to assist in motoring until all of the energy
has been depleted at approximately 170 minutes.
[0079] FIGS. 7A-D correspond to an energy management system that
includes a "look ahead" or anticipated needs capability. Such a
system is unlike the system reflected in FIGS. 6A-D, which simply
stores dynamic braking energy when it can, and uses stored energy
to assist motoring whenever such stored energy is available. The
energy management system reflected by the exemplary curves of FIGS.
7A-D anticipates when the prime mover cannot produce the full
required demand, or when it may be less efficient for the prime
mover to produce the full required demand. As discussed elsewhere
herein, the energy management system can make such determinations
based on, for example, known present position, present energy
needs, anticipated future track topography, anticipated future
energy needs, present energy storage capacity, anticipated energy
storage opportunities, and like considerations. The energy
management system depicted in FIGS. 7A-D, therefore, preferably
prevents the energy storage medium from becoming depleted below a
determined minimum level required to meet future demands.
[0080] By way of further example, the system reflected in FIGS.
7A-D is premised on a locomotive having an engine that has a "prime
mover limit" of 4000 h.p. Such a limit could exist for various
factors. For example, the maximum rated output could be 4000 h.p.,
or operating efficiency considerations may counsel against
operating the engine above 4000 h.p. It should be understood,
however, that the system and figures are intended to reflect an
exemplary embodiment only, and are presented herein to facilitate a
detailed explanation of aspects of an energy management system
suitable for use with off-highway hybrid energy vehicles such as,
for example, the locomotive system illustrated in FIG. 2.
[0081] Referring now to FIG. 7A, the exemplary curve illustrated
therein depicts a the power required for motoring (positive) and
braking (negative). At approximately 180 minutes, the motoring
demand exceeds 4000 h.p. Thus, the total demand at that time
exceeds the 4000 h.p. operating constraint for the engine. The
"look ahead" energy management system reflected in FIGS. 7A-D,
however, anticipates this upcoming need and ensures that sufficient
secondary power is available from the energy storage medium to
fulfil the energy needs.
[0082] One way for the energy management system to accomplish this
is to look ahead (periodically or continuously) to the upcoming
track/course profile (e.g., incline/decline, length of
incline/decline, and the like) for a given time period (also
referred to as a look ahead window). In the example illustrated in
FIGS. 7A-D, the energy management system looks ahead 200 minutes
and then computes energy needs/requirements backwards. The system
determines that, for a brief period beginning at 180 minutes, the
engine would require more energy than the preferred limit.
[0083] FIG. 7B is similar to FIG. 6B. FIG. 7B, however, also
illustrates the fact that the energy storage medium is empty at
time 0 and, therefore, there can be no power transfer from the
energy storage medium unless and until it is charged. FIG. 7B also
reflects a look ahead capability.
[0084] Comparing FIGS. 6A-D with FIGS. 7A-D, it is apparent how the
systems respectively depicted therein differ. Although the required
power is the same in both examples (see FIGS. 6A and 7A), the
system reflected in FIGS. 7A-D prevents complete discharge of the
energy storage medium prior to the anticipated need at 180 minutes.
Thus, as can be seen in FIGS. 7C and 7D, prior to the 180 minute
point, the system briefly stops transferring stored energy to
assist in motoring, even though additional stored energy remains
available. The additional energy is thereafter transferred,
beginning at about 180 minutes, to assist the prime mover when the
energy demand exceeds 4000 h.p. Hence, the system effectively
reserves some of the stored energy to meet upcoming demands that
exceed the desired limit of the prime mover.
[0085] It should be understood and appreciated that the energy
available in the energy storage medium could be used to supplement
driving traction motors associated with the prime mover, or could
also be used to drive separate traction motors (e.g., on a tender
or load vehicle). With the benefit of the present disclosure, an
energy management system accommodating a variety of configurations
is possible.
[0086] FIGS. 8A-E reflect pertinent aspects of another embodiment
of an energy management system suitable for use in connection with
off-highway hybrid energy vehicles. The system reflected in FIGS.
8A-E includes a capability to store energy from both dynamic
braking and from the prime mover (or another charging engine such
as that illustrated in FIG. 3). For example, a given engine may
operate most efficiently at a given power setting (e.g., 4000
h.p.). Thus, it may be more efficient to operate the engine at 4000
h.p. at certain times, even when actual motoring demand falls below
that level. In such cases, the excess energy can be transferred to
an energy storage medium.
[0087] Thus, comparing FIGS. 8A-D with FIGS. 6A-D and 7A-D, the
differences between the systems respectively depicted therein
become apparent. Referring specifically to FIGS. 8A and 8D, from
about 0-70 minutes, the motoring requirements (FIG. 8A) are less
than the exemplary optimal 4000 h.p. setting. If desirable, the
engine could be run at 4000 h.p. during this time and the energy
storage medium could be charged. As illustrated, however, the
energy management system determines that, based on the upcoming
track profile and anticipated dynamic braking period(s), an
upcoming dynamic braking process will be able to fully charge the
energy storage medium. In other words, it is not necessary to
operate the engine at 4000 h.p. and store the excess energy in the
energy storage medium during this time because an upcoming dynamic
braking phase will supply enough energy to fully charge the storage
medium. It should be understood that the system could also be
designed in other ways. For example, in another configuration the
system always seeks to charge the storage medium whenever excess
energy could be made available.
[0088] At approximately 180 minutes, power demands will exceed 4000
h.p. Thus, shortly before that time (while motoring demand is less
than 4000 h.p.), the engine can be operated at 4000 h.p., with the
excess energy used to charge the energy storage medium to ensure
sufficient energy is available to meet the demand at 180 minutes.
Thus, unlike the systems reflected in FIGS. 6D and 7D, the system
reflected in FIG. 8D provides that, for a brief period prior to 180
minutes, energy is transferred to the energy storage medium from
the prime mover, even though the vehicle is motoring (not
braking).
[0089] FIG. 8E illustrates one way that the energy management
system can implement the look ahead capability to control energy
storage and transfer in anticipation of future demands. FIG. 8E
assumes a system having a 200 minute look ahead window. Such a look
ahead window is chosen to facilitate an explanation of the system
and should not be viewed in a limiting sense. Beginning at the end
of the window (200 minutes), the system determines the power/energy
demands at any given point in time. If the determined demand
exceeds the prime mover's capacity or limit, the system continues
back and determines opportunities when energy can be stored, in
advance of the determined excess demand period, and ensures that
sufficient energy is stored during such opportunities.
[0090] Although FIGS. 6A-D, 7A-D, and 8A-E have been separately
described, it should be understood that the systems reflected
therein could be embodied in a single energy management system.
Further, the look ahead energy storage and transfer capability
described above could be accomplished dynamically or in advance.
For example, in one form, an energy management processor (see FIG.
5) is programmed to compare the vehicle's present position with
upcoming track/course characteristics in real or near real time.
Based on such dynamic determinations, the processor then determines
how to best manage the energy capture and storage capabilities
associated with the vehicle in a manner similar to that described
above with respect to FIGS. 7A-D and 8A-E. In another form, such
determinations are made in advance. For example, an off-vehicle
planning computer may be used to plan a route and determine energy
storage and transfer opportunities based on a database of known
course information and projected conditions such as, for example,
vehicle speed, weather conditions, and the like. Such pre-planned
data would thereafter be used by the energy management system to
manage the energy capture and storage process. Look ahead planning
could also be done based on a route segment or an entire route.
[0091] It should further be understood that the energy management
system and methods described herein may be put into practice with a
variety of vehicle configurations. For example, such systems and
methods could be practiced with a locomotive having a separate
energy tender vehicle housing the energy capture and storage
medium. As another example, the energy management systems and
methods herein described could be employed with a locomotive having
a separate energy tender vehicle that employs its own traction
motors. In another example, the energy management systems and
methods described herein may be employed as part of an off-highway
vehicle, such as a locomotive, in which the energy storage medium
is included as part of the vehicle itself. Other possible
embodiments and combinations should be appreciated from the present
disclosure and need not be recited in additional detail herein.
[0092] FIGS. 9A-9G are electrical schematics illustrating several
different embodiments of an electrical system suitable for use in
connection with a hybrid energy locomotive. In particular, the
exemplary embodiments illustrated in these figures relate to a
hybrid energy diesel-electric locomotive system. It should be
understood that the embodiments illustrated in FIGS. 9A-9G could be
incorporated in a plurality of configurations, including those
already discussed herein (e.g., a locomotive with a separate energy
tender vehicle, a locomotive with a self-contained hybrid energy
system, an autonomous tender vehicle, and the like).
[0093] FIG. 9A illustrates an electrical schematic of a locomotive
electrical system having a energy capture and storage medium
suitable for use in connection with aspects of the systems and
methods disclosed herein. The particular energy storage element
illustrated in FIG. 9A comprises a battery storage 902. The battery
storage 902 is preferably connected directly across the traction
bus (DC bus 122). In this exemplary embodiment, an auxiliary power
drive 904 is also connected directly across DC bus 122. The power
for the auxiliaries is derived from DC bus 122, rather than a
separate bus.
[0094] It should be appreciated that more than one type of energy
storage element may be employed in addition to battery storage 902.
For example, an optional flywheel storage element 906 can also be
connected in parallel with battery storage 902. The flywheel
storage 906 shown in FIG. 9A is preferably powered by an AC motor
or generator connected to DC bus 122 via an inverter or converter.
Other storage elements such as, for example, capacitor storage
devices (including ultra-capacitors) and additional battery
storages (not shown) can also be connected across the DC bus and
controlled using choppers and/or converters and the like. It should
be understood that although battery storage 902 is schematically
illustrated as a single battery, multiple batteries or battery
banks may likewise be employed.
[0095] In operation, the energy storage elements (e.g., battery
storage 902 and/or any optional energy storage elements such as
flywheel 906) are charged directly during dynamic braking
operations. Recall that, during dynamic braking, one or more of the
traction motor subsystems (e.g., 124A-124F) operate as generators
and supply dynamic braking electric power which is carried on DC
bus 122. Thus, all or a portion of the dynamic braking electric
power carried on DC bus 122 may be stored in the energy storage
element because the power available on the bus exceeds demand. When
the engine is motoring, the battery (and any other optional storage
element) is permitted to discharge and provide energy to DC bus 122
that can be used to assist in driving the traction motors. This
energy provided by the storage element may be referred to as
secondary electric power. Advantageously, because the auxiliaries
are also driven by the same bus in this configuration, the ability
to take power directly from DC bus 122 (or put power back into bus
122) is provided. This helps to minimize the number of power
conversion stages and associated inefficiencies due to conversion
losses. It also reduces costs and complexities.
[0096] It should be appreciated that the braking grids may still be
used to dissipate all or a portion of the dynamic braking electric
power generated during dynamic braking operations. For example, an
energy management system is preferably used in connection with the
system illustrated in FIG. 9A. Such an energy management system is
configured to control one or more of the following functions:
energy storage; stored energy usage; and energy dissipation using
the braking grids. It should further be appreciated that the
battery storage (and/or any other optional storage element) may
optionally be configured to store excess prime mover electric power
that is available on the traction bus.
[0097] Those skilled in the art should appreciate that certain
circumstances preclude the operation of a diesel engine when the
locomotive and/or train need to be moved. For example, the engine
may not be operable. As another example, various rules and concerns
may prevent the operation of the engine inside buildings, yards,
maintenance facilities, or tunnels. In such situations, the train
is moved using stored battery power. Advantageously, various hybrid
energy locomotive configurations disclosed herein permit the use of
stored power for battery jog operations directly. For example, the
battery storage 902 of FIG. 9A can be used for battery jog
operations. Further, the prior concept of battery jog operations
suggests a relatively short time period over a short distance. The
various configurations disclosed herein permit jog operations for
much longer time periods and over much longer distances.
[0098] FIG. 9B illustrates a variation of the system of FIG. 9A. A
primary difference between FIGS. 9A and 9B is that the system shown
in FIG. 9B includes chopper circuits DBC1 and DBC2 connected in
series with the braking grids. The chopper circuits DBC1 and DBC2
allow fine control of power dissipation through the girds which,
therefore, provides greater control over the storage elements such
as, for example, battery storage 902. In one embodiment, chopper
circuits DBC1 and DBC2 are controlled by an energy management
system (see FIG. 5). It should also be appreciated that chopper
circuits DBC1 and DBC2, as well as any optional storage devices
added to the circuit (e.g., flywheel storage 906), could also be
used to control transient power.
[0099] In the configuration of FIG. 9A, the dynamic braking
contactors (e.g., DB1, DB2) normally only control the dynamic
braking grids in discrete increments. Thus, the power flowing into
the grids is also in discrete increments (assuming a fixed DC
voltage). For example, if each discrete increment is 1000 h.p., the
battery storage capability is 2000 h.p., and the braking energy
returned is 2500 h.p., the battery cannot accept all of the braking
energy. As such, one string of grids is used to dissipate 1000
h.p., leaving 1500 h.p. for storage in the battery. By adding
choppers DBC1, DBC2, the power dissipated in each grid string can
be more closely controlled, thereby storing more energy in the
battery and improving efficiency. In the foregoing example,
choppers DBC1 and DBC2 can be operated at complementary 50% duty
cycles so that only 500 h.p. of the braking energy is dissipated in
the grids and 200 h.p. is stored in the battery.
[0100] FIG. 9C is an electrical schematic of a locomotive
electrical system illustrating still another configuration for
implementing an energy storage medium. In contrast to the systems
illustrated in FIGS. 9A and 9B. The battery storage 902 of FIG. 9C
is connected to DC bus 122 by way of a dc-to-dc converter 910. Such
a configuration accommodates a greater degree of variation between
DC bus 122 voltage and the voltage rating of battery storage 902.
Multiple batteries and/or DC storage elements (e.g., capacitors)
could be connected in a similar manner. Likewise, chopper control,
such as that illustrated in FIG. 9B could be implemented as part of
the configuration of FIG. 9C. It should be further understood that
the dc-to-dc converter 910 may be controlled via an energy
management processor (see FIG. 5) as part of an energy management
system and process that controls the storage and regeneration of
energy in the energy storage medium.
[0101] In operation, the electric power carried on DC bus 122 is
provided at a first power level (e.g., a first voltage level). The
dc-to-dc converter 910 is electrically coupled to DC bus 122. The
dc-to-dc converter 910 receives the electric power at the first
power level and converts it to a second power level (e.g., a second
voltage level). In this way, the electric power stored in battery
storage 902 is supplied at the second power level. It should be
appreciated that the voltage level on DC bus 122 and the voltage
supplied to battery storage 902 via dc-to-dc converter 910 may also
be at the same power level. The provision of dc-to-dc converter
910, however, accommodates variations between these respective
power levels.
[0102] FIG. 9D is an electrical schematic of a locomotive
electrical system that is similar to the system shown in FIG. 9C.
One difference between these systems is that the auxiliary power
subsystem 904 reflected in FIG. 9D is connected to DC bus 122 via a
pair of dc-to-dc converters 912 and 914. Such a configuration
provides the advantage of allowing the use of existing, lower
voltage auxiliary drives and/or motor drives having low insulation.
On the other hand, in this configuration, the auxiliary power
traverses two power conversion stages. It should be understood that
although FIG. 9D illustrates the auxiliaries as consuming power all
of the time--not regenerating--bi-directional dc-to-dc converters
can also be used in configurations in which it is desirable to have
the auxiliaries regenerate power (see, for example, FIG. 9G). These
dc-to-dc converters 912 and 914 are preferably controlled via an
energy management system that controls the storage and regeneration
of energy in the energy storage medium.
[0103] FIG. 9E illustrates, in electrical schematic form, still
another configuration of an energy storage medium. Unlike the
examples illustrated in FIGS. 9A-9D, however, the configuration of
FIG. 9E includes a separate DC battery bus 922. The separate
battery bus 922 is electrically isolated from main DC bus 122 (the
traction bus) by a dc-to-dc converter 920 (also referred to as a
two-stage converter). Accordingly, the power flow between the
traction bus (DC bus 122), the energy storage elements, and the
auxiliaries preferably passes through the bi-directional dc-to-dc
converter 920. In the configuration of FIG. 9E, any additional
storage elements (e.g., flywheels, capacitors, and the like) are
preferably connected across the DC battery bus 922, rather than
across the main DC bus 122. The dc-to-dc converter 920 may be
controlled via an energy management system that controls the
storage and regeneration of energy in the energy storage
medium.
[0104] FIG. 9F reflects a variation of the configuration of FIG.
9E. In the configuration of FIG. 9F, any variable voltage storage
elements (e.g., capacitors, flywheels, and the like) that are used
in addition to battery 906 are connected directly across main DC
bus 122 (the traction bus). However, battery 906 remains connected
across the isolated DC battery bus 922. Advantageously, in this
configuration dc-to-dc converter 920 matches the voltage level of
battery storage 902 but avoids two conversions of large amounts of
power for the variable voltage storage elements.
[0105] Like the other configurations, the configuration of FIG. 9F
may be implemented in connection with an energy management system
that oversees and controls the storage and regeneration of energy
in the energy storage medium.
[0106] FIG. 9G reflects a variation of the configuration of FIG. 9F
in which only the auxiliaries are connected to a separate auxiliary
bus 930 through two-stage converter 920. Accordingly, electric
power carried on DC bus 122 is provided at a first power level and
power carried on the auxiliary bus 930 is provided at a second
power level. The first and second power levels may or may not be
the same.
[0107] FIGS. 10A-10C are electrical schematics that illustrate
additional embodiments, including embodiments particularly suited
for modifying existing AC diesel-electric locomotives to operate in
accordance with aspects of the present disclosure. It should be
understood, however, that the configurations illustrated and
described with respect to FIGS. 10A-10C are not limited to
retrofitting existing diesel-electric locomotives.
[0108] FIG. 10A illustrates a variation of the embodiment
illustrated in FIG. 9C. The embodiment of FIG. 10A uses only
battery storage devices and does not include a non-battery storage,
such as optional flywheel storage 906. In particular, FIG. 10A
illustrates an embodiment having a converter 1006 (e.g., a dc-to-dc
converter) connected across DC bus 122. A battery storage element
1002 is connected to the converter 1006. Additional converters and
battery storage elements may be added to this configuration in
parallel. For example, another converter 1008 may be connected
across DC bus 122 to charge another battery storage element 1004.
One of the advantages of the configuration of FIG. 10A is that it
facilitates the use of multiple batteries (or battery banks) having
different voltages and/or charging rates.
[0109] In certain embodiments, power transfer between energy
storage devices is facilitated. The configuration of FIG. 10A, for
instance, allows for energy transfer between batteries 1002 and
1004 via the DC bus 122. For example, if, during motoring
operations, the engine (prime mover) supplies 2000 h.p. of power to
the dc traction bus, the traction motors consume 2000 h.p., and
battery 1002 supplies 100 h.p. to the traction bus (via converter
1006), the excess 100 h.p. is effectively transferred from battery
1002 to battery 1004 (less any normal losses).
[0110] The configuration illustrated in FIG. 10B is similar to that
of FIG. 10A, except that it uses a plurality of converters (e.g.,
converters 1006, 1008) connected to the DC bus 122 to supply a
common battery 1020 (or a common battery bank). One of the
advantages of the configuration of FIG. 10B is that it allows the
use of relatively smaller converters. This may be particularly
advantageous when retrofitting an existing locomotive that already
has one converter. A similar advantage of this configuration is
that it allows the use of higher capacity batteries. Still another
advantage of the configuration of FIG. 10B is that it permits
certain phase shifting operations, thereby reducing the ripple
current in the battery and allowing the use of smaller inductors
(not shown). For example, if converters 1006 and 1008 are operated
at 1000 Hz, 50% duty cycles, and the duty cycles are selected such
that converter 1006 is on while converter 1008 is off, the
converter effect is as if a single converter is operating at 2000
Hz, which allows the use of smaller inductors.
[0111] FIG. 10C an electrical schematic illustrating another
embodiment that is particularly well-suited for retrofitting an
existing diesel-electric locomotive to operate as a hybrid energy
locomotive. The configuration of FIG. 10C uses a double set of
converters 1006, 1030 and one or more batteries 1020 (of the same
or different voltage levels). An advantage of the system depicted
in FIG. 10C is that the battery 1020 can be at a higher voltage
level than the DC bus 122. For example, if the converters 1006,
1008 illustrated in FIGS. 10A and 10B are typical two quadrant
converters, they will also have freewheeling diodes associated
therewith (not illustrated). If the voltage of battery 1002, 1004
(FIG. 10A), or 1020 (FIG. 10B) exceeds the DC bus voltage, the
battery will discharge through the freewheeling diode. A double
converter, such as that illustrated in FIG. 10C, avoids this
situation. One advantage of this capability is that the voltage
level on the DC bus can be modulated to control power to the
dynamic braking grids independently.
[0112] FIG. 11 is an electrical schematic that illustrates one
preferred way of connecting electrical storage elements. In
particular, FIG. 11 illustrates an electrical schematic of a system
that may be used for retrofitting a prior art diesel-electric
locomotive to operate as a hybrid energy locomotive, or for
installing a hybrid energy system as part of the original equipment
during the manufacturing process. The embodiment illustrated
assumes an AC diesel-electric locomotive with six axles. Each axle
is driven by an individual traction motor subsystem. One such AC
locomotive is the AC4400, available from the assignee of the
present invention.
[0113] Typically, the converter/motor system have extra capability
(e.g., power capacity) available in the majority of operating
conditions. Such extra capability may be due to lower actual
ambient conditions, as compared with the design criteria. For
example, some locomotives are designed to operate in ambient
temperatures of up to 60 degrees Celsius, which is well above
typical operating conditions.
[0114] Considerations other than thermal conditions may also result
in extra capacity during significant operating periods. In a
typical diesel-electric locomotive, for instance, the use of all of
the traction motors may only be required for low speed and when the
locomotive operates in an adhesion limited situation (poor rail
conditions). In such case, the weight on the driven axles
determines the pulling power/tractive effort. Hence, all
axles/motors need to be driven to obtain maximum tractive effort.
This can be especially true if the train is heavily loaded during
poor rail conditions (snowy or slippery). Such conditions are
normally present for only a fraction of the locomotive operating
time. During the majority of the operating time, all of the
traction motors/inverters are not fully utilized to supply tractive
effort. Thus, for example, when retrofitting an existing prior art
locomotive, or manufacturing a new locomotive, it is possible to
take advantage of this partial underutilization of the traction
motors/inverters.
[0115] By way of a specific example, the embodiment of FIG. 11 is
configured such that one of the six traction motor subsystems is
connected to the energy storage element 1102, through a transfer
switch 1104 and a plurality of windings 1110. More particularly,
the traction motor subsystem 1124F includes an inverter 1106F and a
traction motor 1108F. Such a configuration is suited for
retrofitting a single axle of an existing prior art diesel-electric
locomotive. It should be understood that retrofitting a typical
prior art diesel-electric locomotive requires the addition of power
conversion equipment and associated cooling devices. The space
available for installing the retrofit equipment, however, is
generally limited. Therefore, one of the advantages of the
"single-axle" configuration of FIG. 11 is that it tends to minimize
impacts and makes retrofitting a more viable option. Similar
advantages, however, may also be enjoyed when the hybrid energy
system is installed as original equipment during manufacturing.
[0116] The transfer switch 1104 preferably comprises a three-phase
set of contactors or a set of motorized contacts (e.g., bus bars)
which connect inverter 1106F to traction motor 1108F when all of
the axles are needed, and connects inverter 1106F to inductors 1110
and battery 1102 when battery charging or discharging is desired.
Thus, transfer switch 1104 has a first connection state and a
second connection state. In the first connection state, transfer
switch 1104 connects inverter 1106F to traction motor 1108F. In the
second connection state, transfer switch connects inverter 1106F to
battery 1102.
[0117] Transfer switch 1104 is preferably controlled by a switch
controller 1120. In one form, the switch controller 1120 is a
manual operator-controlled switch that places transfer switch 1104
into the first or the second connection state. In another form, the
switch controller reflects control logic that controls the
connection state of transfer switch 1104 in accordance with a
preferred operating scheme. Table I (below) is indicative of one
such preferred operating scheme. Other schemes are possible.
[0118] Although FIG. 11 illustrates a three phase connection
between battery 1102 and transfer switch 1104, it is not necessary
that all three phases be used. For example, if the power
requirement is relatively low, only one or two phases may be used.
Similarly, three separate batteries could be independently
connected (one to each phase), or one large battery could be
connected to two phases, with a relatively smaller battery
connected to the third phase. Further, power transfer between
multiple batteries having different voltage potentials and/or
capacities is also possible.
[0119] The configuration of FIG. 11 is especially advantageous in
the context of retrofitting existing locomotives because transfer
switch 1104 is believed to be much less expensive than adding
additional inverters and/or dc-to-dc converters. Such advantage,
however, is not limited to the retrofit context. Also, it should be
understood that the configuration of FIG. 11 is not limited to a
single inverter per transfer switch configuration.
[0120] FIG. 11 further illustrates an optional charging source 1130
that may be electrically connected to DC traction bus 122. The
charging source 1130 may be, for example, another charging engine
(see FIG. 3) or an external charger, such as that discussed in
connection with FIG. 5.
[0121] The general operation of the configuration of FIG. 11 will
be described by reference to the connection states of transfer
switch 1104. When transfer switch 1104 is in the first switch
state, the sixth axle is selectively used to provide additional
motoring or braking power. In this switch state, battery 1102 is
effectively disconnected and, therefore, neither charges nor
discharges.
[0122] When the sixth axle is not needed, switch controller 1120
preferably places transfer switch 1104 in the second connection
state--battery 1102 is connected to inverter 1106F. If, at this
time, the other traction motors (e.g., traction motor 108A) are
operating in a dynamic braking mode, electrical energy is generated
and carried on DC traction bus 122, as described in greater
elsewhere herein. Inverter 1106F transfers a portion of this
dynamic braking electrical energy to battery 1102 for storage. If,
on the other hand, the other traction motors are operating in a
motoring mode, inverter 1106F preferably transfers any electrical
energy stored in battery 1102 onto DC traction bus 122 to
supplement the primary electric power supplied by prime mover power
source 104. Such electrical energy transferred from battery 1102 to
DC traction bus 122 may be referred to as secondary electric power.
In one preferred embodiment, inverter 1106F comprises a chopper
circuit for controlling the provision of secondary electric power
to DC traction bus 122 from battery 1102.
[0123] It should be understood, however, that battery 1102 can also
be charged when the other traction motors are not operating in a
dynamic braking mode. For example, the battery can be charged when
transfer switch 1103 is in the second connection state (battery
1102 is connected to inverter 1106F) and the other traction motors
are motoring or idling if the amount of power drawn by the other
traction motors is less than the amount of primary electric power
carried on DC traction bus 122.
[0124] Advantageously, battery 1102 can also be charged using
charging electric power from optional energy source 1130. As
illustrated in FIG. 11, optional energy source 1130 is preferably
connected such that it provides charging electric power to be
carried on DC traction bus 122. When optional energy source 1130 is
connected and providing charging electric power, switch controller
1120 preferably places transfer switch 1104 in the second
connection state. In this configuration, inverter 1106F transfers
the a portion of the electric power carried on DC traction bus 122
to battery 1102 for storage. As such, battery 1102 may be charged
from optional energy source 1130.
[0125] In summary, in the embodiment of FIG. 11, when transfer
switch is in the second connection state, battery 1102 may be
charged from dynamic braking energy, from excess locomotive energy
(i.e., when the other traction motors draw less power than the
amount of primary electric power carried on DC traction bus 122),
and/or from charging electric power from optional charging source
1130. When transfer switch 1104 is in the second connection state
and the other traction motors draw more power than the amount of
primary electric power carried on DC traction bus 122, inverter
1106 transfers secondary electric power from battery 1102 to DC
traction bus 122 to supplement the primary electric power. When
transfer switch 1104 is in the first connection state, battery 1102
is disconnected and traction motor 1108F is operable to assist in
motoring and/or dynamic braking. Table I summarizes one set of
operating modes of the embodiment of FIG. 11.
1TABLE I Five Axles Six Axles Low Speed and Low Tractive Battery
Fully Charged & Dynamic Effort Settings Braking High Speed
Motoring No Battery Charging & Motoring Battery Discharged
& Motoring Very High Speed Dynamic Braking
[0126] While FIG. 11 illustrates an energy storage device in the
form of a battery, other energy storage devices, such as flywheel
systems or ultracapacitors, may also be employed instead of or in
addition to battery 1102. Further, it should be understood that the
configuration of FIG. 11 may be scaled. In other words, the
configuration can be applied to more than one axle.
[0127] FIG. 12 is a flow chart that illustrates one method of
operating a hybrid energy locomotive system. The particular method
illustrated relates to a system including a locomotive vehicle and
an energy tender vehicle. The locomotive includes a diesel-electric
prime mover power source that supplies primary electric power to a
plurality of traction motor systems associated with the locomotive.
As explained elsewhere herein, the traction motor systems operate
the locomotive in a motoring mode in response to the primary
electric power. In this particular example, the energy tender also
includes a plurality of traction motor systems (see FIG. 2). The
energy tender traction motor systems are operable in both a
motoring mode and a dynamic braking mode. The energy tender vehicle
also includes an energy storage system for capturing at least a
portion of the electrical energy generated when the energy tender
traction motors operate in the dynamic braking mode.
[0128] At blocks 1202 and 1204, primary electric power is supplied
to one or more of the locomotive traction motor systems, thereby
causing the locomotive to operate in a motoring mode. When the
locomotive traction motor systems operate in the motoring mode, it
is possible to operate one or more of the energy tender traction
motor systems in a dynamic braking mode, as shown by block 1206. Of
course, the energy tender traction motor systems can be operated in
the dynamic braking mode at other times such as, for example, when
the locomotive traction motor systems operate in the dynamic
braking mode. As shown at blocks 1208 1210, when one or more of the
energy tender traction motor systems operate in the dynamic braking
mode, electrical energy is generated. Some of the dynamic braking
energy is preferably stored in the energy storage system for later
use. For example, such stored power may be converted and supplied
as secondary electric power for use by the energy tender traction
motor systems to assist in motoring, as shown by block 1212.
[0129] Advantageously, the method of FIG. 12 permits locating the
energy tender vehicle anywhere in the train because can capture
dynamic braking energy from its own traction motor systems. In
other words, the energy capture system need not be electrically
connected to the locomotive in order to store energy for later
use.
[0130] Although the foregoing descriptions have often referred to
AC diesel-electric locomotive systems to describe several pertinent
aspects of the disclosure, the present invention should not be
interpreted as being limited to such locomotive systems. For
example, aspects of the present disclosure may be employed with
"all electric" locomotives powered by electric "third rails" or
overhead power systems. Further, aspects of the hybrid energy
locomotive systems and methods described herein can be used with
diesel-electric locomotives using a DC generator rather than an AC
alternator and combinations thereof. Also, the hybrid energy
locomotive systems and methods described herein are not limited to
use with AC traction motors. As explained elsewhere herein, the
energy management system disclosed herein may be used in connection
with non-locomotive off-highway vehicles such as, for example,
large excavators.
[0131] As can now be appreciated, the hybrid energy systems and
methods herein described provide substantial advantages over the
prior art. Such advantages include improved fuel efficiency,
increased fuel range, and reduced emissions such as transient
smoke. Other advantages include improved speed by the provision of
an on-demand source of power for a horsepower burst. Such a system
also provides improved tunnel performance such as, for example,
improved immunity to oxygen and/or temperature derations in
tunnels. Also among the advantages are reduced noise and vibration
conditions, which may be particularly beneficial to personnel who
work on the train. Significantly, the hybrid energy locomotive
system herein described may also be adapted for use with existing
locomotive systems.
[0132] When introducing elements of the present invention or
preferred embodiments thereof, the articles "a", "an", "the", and
"said" are intended to mean that there are one or more of the
elements. The terms "comprising", "including", and "having" are
intended to be inclusive and mean that there may be additional
elements other than the listed elements.
[0133] In view of the above, it will be seen that several objects
of the invention are achieved and other advantageous results
attained.
[0134] As various changes could be made in the above exemplary
constructions and methods without departing from the scope of the
invention, it is intended that all matter contained in the above
description or shown in the accompanying drawings shall be
interpreted as illustrative and not in a limiting sense. It is
further to be understood that the steps described herein are not to
be construed as necessarily requiring their performance in the
particular order discussed or illustrated. It is also to be
understood that additional or alternative steps may be employed
with the present invention.
* * * * *